2nd Gen Non-Engine/Transmission Bombs with a 6speed

[RLeighton]

I need help understanding how adding injectors, boxes, etc. help you with a standard. You are governed by a redline, or whatever point you determine to shift, what happens with the bombs to increase performance in each gear? I'm looking for a before and after type of deal. These are numbers just for ease of conversation. If you do 5 miles an hour at redline in first gear with a stock truck, what can you reasonably expect for an increase with various bombs? I've been reading this site constantly since my purchase in July and have learned a great deal, but this is one area that I'm looking for clarification. I have a technical background and can turn a wrench, but I have yet to get involved with performance upgrades. Most of the impressive numbers from the track are with automatics for obvious reasons. I want to know what to expect lighting them up from a redlight next to a wanna be?



Thanks in advance.

 

[csevers]

Well I give it a try

It will be how fast the rpms climb to readline from idle and then you can shift to next gear and so on. If you look at sled pulling the more power you have the higher the gear you should be able to come out of the hole at ( truck has to be set up right also to do this) but you want to keep it at red line so that the speed transfered through chosen trans gear and tire size gets you the wheel speed your lookin for,and you move the sled at a good rate. As far as drag racing I think you could start in a higher gear (with the right clutch) and slip it and only shift a couple of times, but it takes power to due these things more than stock power.

Make any sense??



Craig

 

[Lordsman]

mild bomber

I just run a VanAaken with the boost module and elbow, want to put in some 275's some day. I don't try to race anyone from a standstill, too many gears to run through; but I never have any problem pulling loads over passes in Colorado, keeping up or passing other diesels once I'm rolling. I can rap it up to redline without a governor shutting me down, I've had it up to 100 once on a empty highway, sure had a lot left too. I pretty much baby my truck cause I don't have another $30K to buy another. Gauges are a must. My . 02

 

[RustyJC]

I use my truck to tow a 36' 13,500 lb 5th wheel RV - the combined rig hits the road at 21,180 GCW (21,500 GCWR). BOMBs are as shown in my signature below and have been selected with heavy towing in mind, not drag racing, sled pulling or maximum dyno numbers.



The net result of our BOMBs is that, towing the RV, we can pull 6% grades at 70 MPH in 6th gear (2350 RPM) with no loss of speed, without using full throttle or downshifting from 6th gear. All this with no increase in EGT's from stock.



Rusty

 

[jgillott]

RLeighton



My suggestion to you is to look up some members of TDR who are local to your area. Chances are that many of their trucks have various combinations of boxes, injectors, etc. installed. I'm sure that they would be more than willing to explain their mods and even take you out for a spin. There is no better explanation of how something is going to work on your truck than to experience it yourself.



Justin

 

[Gary - K7GLD]

RUSTY - did you wait for the stock clutch to start slipping before swapping in the SBC - and now, with the SBC, any hint of slippage on grades in OD, or chatter when backing a load uphill?



Somewhere down the line, I'll probably have a setup much like yours, except for differential gearing - have you ever dynoed yous in the current configuration?

 

[RLeighton]

Taking jgillot's recommendation in mind, anyone on here in the Brunswick, Maine area?

 

[RustyJC]

Originally posted by Gary - KJ6Q

RUSTY - did you wait for the stock clutch to start slipping before swapping in the SBC?

The stock clutch never slipped with just the EZ. However, after installing the DD2's one morning, it slipped that afternoon when my wife was test-driving the truck. She nailed it at 1800 RPM in 5th, and ... ... In went the Con OFE.

- and now, with the SBC, any hint of slippage on grades in OD, or chatter when backing a load uphill?

No slippage whatsoever. I'm just about convinced that what I thought was chatter at the point of clutch engagement in 1st or Reverse when maneuvering the trailer is really a "romp-romp" as the ECM overfuels with the bigger injectors when the load hits. When I let out the clutch, the ECM fuels, the RPM overshoots, the ECM chops fuel, the RPM drops too much, the ECM fuels, the RPM overshoots and so on. The secret is either to use the accelerator to bring the RPM up to 1100 or so, or slip the clutch - I've found out the latter doesn't hurt the OFE at all.

Somewhere down the line, I'll probably have a setup much like yours, except for differential gearing - have you ever dynoed yous in the current configuration?

Nope, but AggieJustin's setup is pretty much identical insofar as engine mods go (EZ, DD2's, BHAF, 4" exhaust). He dynoed at 342 BHP/785 lb-ft as I recall. I would suspect you'd better that quite a bit with the Comp if you have the pump wire hooked up.



Rusty

 

[jtisdale]

Just curious why one would want to drive a diesel around at redline? All the real power is around 1900 and up any ways.